Tire shaping apparatus



July 20, 1943. R. w. ALLEN 2,324,936

TIRE SHAPING APPARATUS Filed Aug. 3, 1940 7 sheets-sheet 1 INVENTORATTORNEYS R. W. ALLEN TIRE SHAPING APPARATUS Filed Aug. 3, 1940 A July20, 1943.

7 Sheets-Shget 2 NVENTO R QzymrzdlZ/WM w i a mm fl W m W //\MV\\/V \XN Q2 a 4.5 W W m ATTORNEYS July 20,1943. A R. w. ALLEN 2,32 986 TIRESHAPING APPARATUS Filed Aug. 3, '1940 '7 Sheets-$heet 3 f 4 R W 6 6) T Il 2.9 II I m /6 e 50 l Al ill mun nilil'i h lilinm INVENTOR ATTORNEYS R.w. ALLEN 7 2,324,986

TIRE SHAPING APPARATUS July 20, 1943,.

Filed Aug. 3, 1940 7 Sheets-Sheet 4 Wei [70 EE 1 1 80 ENTO 0a #6 i 2 jATTORNEYS July 20, 1943;

R. W. ALLEN TIRE SHAPING APPARATUS Filed Aug. 3, 1940 7 Sheets-Sheet 5INVENTOR ATTORNEY July 20, 1943. R. w. ALLEN 2,324,986

TIRE SHAPING APPARATUS Filed Aug. 3, 1940 r 7 Sheets-Sheet 6 1 #5 I g; II M V A TQRNEYS r WA /2/ U L ZQ v 4/7 Y//4 l/i KM? /0 my July '20, 1943.v R. w. ALLEN TIRE SHAPING APPARATUS I Filed Aug. 3, 1940 7 Sheets-Shes;7

I CYLINDER UP HOOK UP J0- 49.7

CVUNUER DOWN HOOK DOWN 4/ I 16' STOP AUTOMATIC J2 97 EXPAND TIRE VACUUMIDCORE g\ In? EXHAUST TIRE INFLATE CORE 99 INVENTOR Patented July 20,1943 TIRE SHAPING APPARATUS Raymond W. Allen, Akron, Ohio, asslgnor toThe Firestone Tire 8; Rubber Company, Akron, Ohio, a corporation of OhioApplication August 3, 1940, Serial No. 350,794

' 5 Claims. (!.18-2) This invention relates to tire shaping apparatussuch as is used for distending. unvulcanized flat, drum-built pneumatictire structures to tire shape and concurrently mounting an expansiblecore therein, and more especially it relates to improved tire shapingapparatus of the mentioned that employs super-atmospheric pressure fordistending the tire structure. v

The invention is an improvement uponthe apparatus constituting thesubject matter of my prior U. S. Patent No. 2,006,307, issued June 25,1935, and is directed primarily to improved control means forautomatically efl'ecting a com- .plete cycle of operations of theapparatus after the operative cycle has been manually initiated.

The chief objects of the invention are to provide improved tire shapingapparatus having greater flexibility than similar apparatus heretoforeprovided, that is, being more readily adaptable to variable conditionsof manufacture; to increase the output of apparatus-of the charactermentioned; and to conserve time and reduce the manual labor required foroperating the same. Other objects will be manifest as the descriptionproceeds.

Of the accompanying drawings: I

Fig. 1 is a front elevation of apparatus embodying the invention;

Fig. 2 is a side elevation thereof;

Fig. 3 is a view similar tbFig. 2, on a larger scale, parts being brokenaway to reveal underlying structure;

Fig. .4 is a view similar to Fig. 1, on a larger "scale, parts beingbroken away and insection;

Fig. 5 is a section, on a larger scale, on the line 55 of Figure 4;

Fig. 6 is a section on the line 6-6 of Fig. 5;

Fig. 7 is .a detail front elevation of a cam panel in the apparatus, andelectrical switches operated by thecams thereon;

Fig. 8 is a side elevation of the structure shown in Figure '7; s

Fig. 9 is a diagrammatic view of the cams and switches shown in Figs. 7and 8, and the-electrical connections to said switches;

Fig. 10 is a detail side elevation, on a larger scale, of the mechanismat the top of the apparatus, a part thereof being broken away to revealunderlying structure;

Fig. 11 is a section, on a larger scale, on the line llll of Fig. 10;

Fig. 12 is-a wiring diagram of the electrical apparatus that controlsthe vertically'reciprocable cylinder and the vertically reciprocablecore-engaging heck of the apparatus;

Figs. 13 to 17 inclusive are somewhat diagrammatic views of the work andthe work-engaging elements of the apparatus showing the successive stepsin a. cycle of operation of the apparatus; and 1 Fig. 18 is afrontelevation, on a larger scale, of a switch box mounted upon the front ofthe apparatus.

Referring now to Figs. 1 to 9 of the drawings, there is shown a tireshaping apparatus comprising a base structure l5 that carries a pair ofuprightposts l6, it, which posts support a housing 11 at the upper endsthereof, in spaced relation to the base structure IS. The

base If) is formed with a central circular'recess l8. in the topthereof, which recess is encompassed by an annular deflector plate I 9,and an annular deflector ring 20 at the inner margin of said plate, saidring and plate being concentric with the axis of said recess. tor ringand plate constitute the stationary lower head of a press structure forshaping an annular tire band, the deflector plate being by a wall 25,said cylinder being in axial alignment with the deflector plate l9 andrecess 68 of the base member l5. The lower end of the cylinder. 24extends beyond the bottom of the housing, and has its nd face providedwith a deflector plate 26 and deflector ring 21 disposed concentricallyof its vertical axis, said deflector ring and plate constituting amovable upper head adapted to. engage the upper margin of a tire. bandunder treatment in' the apparatus. The cylinder 24 carries a skeletonpedestal 28 upon the top thereof, and for effecting vertical movement ofthe cylinder and pedestal, racks 29, 29 are secured thereto atdiametrically opposite sides thereof. Meshed with said racks arerespective gears 30, 30 that are formed on respective shafts 3|, 3|, thelatter being journaled in the housing structure on parallel horizontalaxes, as is best shown in Fig. 5. Mounted on each shaft 3|, at the rearend thereof, is a worm. gear 32, and meshed with the latter are re- Saiddeflec-.

spective worms 33 that are mounted upon a common shaft 34 that isiournaled in the housing |1 above said gears 32. The ends of shaft 34extend exteriorly of the housing, and mounted upon one projecting end ofthe shaft is a multigrooved pulley 35 about which is trained a pluralityof transmission belts 36, 36. said belts also being trained about amultigrooved driving pulley 31 that is mounted upon the shaft of areversible electric motor 38. The motor 38 is mounted upon the top ofhousing l1 and is enclosed in a suitable casing 39. The other end ofshaft 34 may be provided witha brake drum 40 for cooperation withsuitable braking mechanism (not shown) if desired. The arrangement issuch that the motor 38 will raise and lower the cylinder 24 and pedestal28 relatively of the housing l1.

Slidably mounted for vertical reciprocatory movement in the cylinder 24is a piston or plunger 42 having the usual peripheral shoe or gasket 43.The bottom face of the piston 42 is formed with a transverse slideway inwhich is mounted an adjustable slide 44, the latter carrying adownwardly extending hook 45 that engages with an expansible core 86,Figs. 13 to 17, during'operation of the apparatus, for drawing said coreup into the cylinder 24. The piston 42 is carried on the lower end of atubular stem 58, which stem extends through a suitable stufiing box 46in the end wall 25 of the cylinder 24, th upper end of the tubular stembeing connected to a guide nut 41. The latter is provided withoppositely extending arms in which are joumaled respective grooved guiderollers 48, said rollers engaging respective vertical guide rods 49carried by the pedestal 28.

For impelling the nut 41 and with it the piston 42, a vertical feedscrew 52 is provided, said feed screw being threaded axially through thenut 41 and extending downwardly in the tubular stem 50. Said screw 52 isjournaled at two axially spaced apart points in the upper part of thepedestal 28, and between said points has a worm 53 mounted thereon.Mounted upon the upper end of pedestal 28 is a bracket 54 upon which ismounted a reversible electric motor 55, said motor being arranged on avertical axis and having driving connection with the feed. screw 52 bymeans of a coupling 56. Thus it will be seen that the hook 45 will moveup and down with the cylinder 24 as the latter is so moved, and also ismovable up and down relatively of said cylinder by reason of itsindividual drive consisting of the motor 55. Formed on the upper endportion of the pedestal 28 is a small housing 51 in which is journaled ashort shaft 58 upon which is mounted a worm gear 59 that is meshed withthe worm 53 of the screw 52. As is best shown in Fi 11, one end of shaft58 has a cam 68 adjustably mounted thereon, and the opposite end of saidshaft has cams 6| and 62 adjustably mounted thereon. Secured to housing51 at the rear thereof is a bracket 63 that supports a pair ofelectrical switches 64 and 65, the switch 64 being so positioned thatits operating lever is in the orbit of cam 60 and switch 65 being sopositioned that its operating lever is in the orbit of cam 6|. Securedto the bottom of housing 51 is a second bracket 66 that carries anelectrical switch 61, the operating lever of the latter being in theorbit of cam 62. The arrangement is such that by adjusting the relativepositions of the cams 66, 6|, and 62 the switches 64, 65, and 61 may beoperated in any desired sequence and with any.

circuit of motor 55 and servesto stop the drive of said motor at thelower limit of movement of the hook 45. Switch also is in the circuit ofmotor 55 and serves to stop'the drive of the latter at the upper limitof movement of the hook 45. Switch 64 controls a solenoid valve (notshown) that starts the inflation of the expansible core that is insertedin a shaped tire band.

The front of the pedestal 28 is a broad planar surface or panel as isbest shown in Fig. 7, and formedin said surface are a plurality ofparallel vertical grooves 10, 16, herein shown as six in number. Saidgrooves extend from the top of the pedestal substantially to the bottomthereof, and in each groove is mounted a cam, the latter, reading fromleft to right of Fig. 7, being designated 1|, 12, 13, 14, 15 and 16respectively. Said cams may be adjusted lengthwise of the grooves 10 soas to be disposed in proper position with relation to each other, andalso they may be of different length as shown. Mounted upon the top ofthe housing H are six electrical switches designated 11, 18, 19, 80, 8|and 82 respectively, the operating levers of said switches extendinginto the paths of the cams 1| to 16 respectively. The arrangement issuch that the cams operate said switches in the sequence desired as thecylinder 24 and pedestal 28 are moved down and up by the reversiblemotor 38.

Of the six switches mentioned. switch 11 is a limit switch in thecontrol circuit of motor 38,

operation of the switch effecting the stopping of the drive of the saidmotor at the upper limit of movement of the cylinder 24. Switch 18 is inthe control circuit of motor 38 and serves to stop the latter during thedescent of the cylinder 24 shortly after the cylinder engages the tireband to be shaped. Switch 19 also is in the control circuit of motor 38and serves to stop the latter as the cylinder 24 reaches the lower limitof its operative movement. Switch controls the operation of a solenoidvalve (not shown) in the supply pipe 2| that conducts air under pressureto the interior of a tire band being shaped so as to distend said band,the arrangement being such that when cam 14 is engaged with switch 88the air is entering the tire and when the cam is disengaged from theswitch the air is vented from the tire. Switch 8| is in the controlcircuit of the solenoid valve (not shown) which controls the flow offluid to the expansible core that is inserted in the tire, said switchffecting operation of the solenoid to shut off the supply of air to thecore. Switch 82 is in the control circuit of the motor 55 and, whenoperated by the cam 16, serves to start the drive of said motor in thedirection that lowers the hook 45. I

The various operations required for shaping a tire band and mounting anexpansible core therein are illustrated somewhat diagrammatically inFigs. 13 to 17 inclusive wherein 85 designates the tire band and 86designates the expansible core. At the beginning of operation thecylinder 24 is in elevated position, but the hook 45 is in loweredposition relatively of the cylinder and projects from the bottomthereof. An operator hangs the core 86 from the hook 45 and holds thecore at an angle, as shown in Fig. 13, while the hook is caused to riseand draw the core up into cylinder 24, as shown in Fig. 14. With thecore thusraised, a tire band 85 is mounted upon the stationary lowerplate l8. Next, the cylinder 24 is caused to descend, and in so doing Iual operation of the apparatus.

ter, the hook 45 begins to move downwardly to fed the core 86 into thetire, and fiuid pressure is admitted to the core so that it will assumecircular form as it enters the tire band. The relative positions of thevarious elements during the said dwell of.the cylinder is'shown in Fig.15. Thereafter the cylinder resumes its descent and continues until thelower limit of its movement is reached, as shown in Fig. 16, at whichtime the inflated core 86 has disengaged itself from the hook 45 andseated itself within the distended tire. -As soon as the cylinderreaches its lower limit of movement, the aiiwithin the tire .and thecore is exhausted therefrom, and cylinder 24 rises and carries with itthe hook 45, the latter, however, remaining at the lower end of saidcylinder. The cylinder continues to rise until it reaches the upperlimit of its travel and then stops, the hook 48 remaining in loweredposition relatively of the cylinder and projecting below the latter asshown in Fig. 17. This completes a cycle of operation of the apparatusas it applies to most tires, such as are provided with single beadcores. In the larger size t res, such as are provided with double beadcores, the procedure is slightly different. pansible core is evacuatedoi air before it is drawn up into the cylinder 24, to facilitate thecollapse of the core, and the cylinder is lowered to its extremelowermost position and then elevated to its intermediate positionbefore-the collapsed core is ejected from the cylinder and fed into thetire, the cylinder again descending during the core ejecting operation.

Various movements of the elements of the apparatus are effected by theelectrical power members described, and said movements may be eifectedautomatically in proper sequence, or they may be manually controlled. Toth s end a switch box 88 is mounted upon the base structure I5 of theapparatus, and a plurality of manually operable push button switches aremountedin said box. The arrangement of switches in r the switch box 88is best shown in Fig. 18. As

shown in said figure, switch 88 is in the control circuit of cylindermotor 38 and is used for effooting the elevation of cylinder 24 duringman- Switch 8| controls the manual lowering of cylinder 24. Switch 82 isa stop switch that stops the operation of the apparatus both inautomatic and in manual operation. Switch 83 is inthe circuit of thesolenoid (not shown) that controls the valve in pipe 2I, to open saidvalve and admit air under pressure to the interior of the tire band 85to expand the same. Switch 84 is in the same circuit as switch 93 andoperates the solenoid to reverse the valve in pipe 2I to evacuate theair from the tire band 85, after the same has been distended. Switch 85is in the hook-control circuit and serves to effect the driving of motor85 to elevate the hook 45. Switch 88 also" is in the hook-controlcircuit and serves to effect the driving of motor 55 to lower the hook45. Switch 81 controls a series of contacts in the hook-control circuitand cylinder-control circuitthat adapts said circuits for automaticoperation. Swith 88 controls the operation of a solenoid valve thatcontrols the application of suct'on to the expansible core 88, toevacuate the same and thereby to facilitate collapse thereof as the coreIn the latter case the exaaaaeee I 3 is drawn upwardly into cylinder 24.This operation is used only in the shaping of thelarger size tire bandsby the modified procedure hereinbei'ore mentioned but not illustrated.Switch 88 controls the operation of a solenoidvalve (not shown) thatcontrols the admission of fluid pressure to the expansible core 88 tocause the latter to fill out and assume its normal circular form as itis fed into the expanded the 85, as

shown in Fig. 16.

Of the electrical control of the apparatus, only the wiring diagram ofthe hook control and cyl-. inder control need be shown herein, referencebeing directed to Fig. 12 of the drawings wherein I82, I88 are therespective conductor wires of a 115 volt D. C. power line. The circuitincludes a plurality of switches that control various functions of thecircuit alternativelyas the circuit is employed for manualor.forautomatic operation, the switches I84 being normally closed duringmanual operation and open during automatic operation, and the switchesI85 being open during manual operation and closed during automaticoperation. The switches revert i to the position of normal manualoperation at the conclusion'of an operative cycle, and are changed toposition of automatic operation by the actuation of switch 81. Extendingfrom conductors I82 to I88 is a conductor I8I in which is the stopswitch 82, a switch I85 that is closed during automatic operation, and acontrol relay I88 that controls the automatic operation of the solenoidsthat eil'ect the inflation and exhaustion of the tire band 88 throughthe agency of the valve in pipe 2|. Extending from the switch 82 andcontrolled thereby is conductor I88 in which is a normally closed switchI I8 that is controlled by a dynamic brake relay presently to bedescribed, the function of switch II8 being to open the cylinder controlcircuit when dynamic braking is applied to motor 38. Connected withconductor I88, by conductor III, is switch I8 which is a make and breakswitch that alternatively connects conductor I88 with conductor H2 orII3, said switch normally being in the position shown in Figs. 9 and 12in which position it closes the circuit through line H2. The latterconnects switch 18: with power line I83, and includes therein themanually operated switch 8I, a "cylinder down" relay H4, which whenactuated, closes thepower circuit through motor 38 to drive the same inthe direction to lower cylinder 24, and a normally closed switch II5that is opened, upon occasion, by a cylinder up relay presently to bedescribed. Connected to the same contact'of switch 18 as conductor H2 isa conductor II6 that connects with the switch I8, which is a make andbreak switch that alternatively connects with a conductor II! that hasconnection with conductor switch 8| and relay H4, and conductor II8 thatconnects with conductor II2 between relay H4 and switch II5. ConductorII8 includes a switch I85 that is closed during automatic operation.Switch 18 normally closes the circuit between conductors H8 and Ill, andthe latter includes a switch II8 that is closed wheneverrelay H4 isenergized. Thus the conductors I I8, III constitute a holding circuitfor the said relay to maintain it in energized condition after themanually operated switch 8I is released. The holding circuit is brokenwhen cam 12 operates switch 18 to move it out of contact with conductorIll and intocontact with conductor II8, thus deenergizing relay H4 andactivating a time relay I I2 between I that is in the line II8. Saidtime relay controls a pair of normally open switch contacts I2I in ashunt circuit I22 connecting conductors H6 and H1. The arrangement issuch that when motor 38 is stopped by the engagement of cam-12 withswitch 18, time limit relay I20 is set into operation and afterafieterminate time interval closes contacts I2I of shunt circuit I22again to operate relay H4 and thus start motor 38. The latter moves cam12 out of operative engagement with switch 18 and the latter'reversesitself to again restore connection between conductors H6 and H1. Duringthe interval that the switch 18 is reversing itself the relay I20 isenergized by means of a conductor I23 connecting conductor II8 to acontact of switch I2 I, which contact is broken as soon as the switch 18is fully reversed.

In conductor II3 aforementioned is a switch I05 that is closed duringautomatic operation of the apparatus, the limit switch 11, a switch I25that is operatively associated with relay I I4 and is closed when thelatter is energized and motor 38 is running, and a cylinder up relay I26that controls the drive of motor 38 in the direction that elevates thecylinder 24. Limit switch 11 is open, as shown in Figs. 9 and 12, onlywhen the cylinder is in its uppermost position. Thus cylinder up" relayI26 will be energized by the switch 19 which will move into contact withcircuit II3 when engaged by cam 13. This occurs when the cylinder 24reaches its lowermost position of operation, and results in theautomatic reversing oi the drive of motor 38 so as to elevate thecylinder. Connecting conductor II3 to power conductor I03, is aconductor I21 in which is a control relay I28 that operates a normallyopen switch I29 in a holding circuit I30 for circuit II3, said holdingcircuit being connected to conductor I09, and toconductor II3 betweenswitches I05 and 11. The arrangement is such that relay I28 is energizedconcurrently with relay I26, and holding circuit I30 maintains the powerconnection to relay I26 after switch 19 reverses with the rise of cam13, relay I26 thus remaining energized until limit switch 11 is openedby cam II at the upper limit of movement of cylinder 24. Relay I26controls switch -II5 aforementioned and holds the latter open when'relayI26 is energized. Also connecting conductors I09 and H3, betweenswitches I05, 11 of the latter, is a circuit I32 in which is a switchI04 that is closedduring manual operation, and the manually operableswitch 90. The latter is used to effect the raising of the cylinder 24during manual operation of the apparatus.

The motor 38 is equipped for dynamic braking which is effected byputting 115 v. direct current across 'the rotor of the motor. Foroperating the dynamic braking the cylinder control circuit is providedwith a dynamic braking circuit comprising conductor I35 connecting powerconductors I02, I03. In conductor I35 are switches I36, I31 arranged inseries and controlled by the cylinder up relay I26 and cylinder downrelay II4 respectively, said switches being open when said relays areenergized and closed when the relays are de-energized. Also in circuitI35 is a normally closed switch I38 and the coil or relay I39 of thedynamic brake of motor 38. The switch I38 is operated by a time relayI40 that is connected by conductor I4I to conductor I35 between switchesI31, I38, and to power conductor I03. The time relay I40 is energized bythe relays II4, I26 whenever the latter are deenergized to close theswitches I36, I31. The first result of the operation of time relay I40is to open switch H0 and thus cut of! electrical energy to the cylindercontrol circuits. After a brief determinate, time interval the timerelay opens switch I38, thereby de-energizing dynamic brake coil I39 andremoving the dynamic braking current form the motor 38. This completesthe description of the control of cylinder 24.

For controlling the movement of the hook 45, a conductor I44 isconnected to conductor I08 between switches 92 and H0 and extends to anormally closed switch I45 that is controlled by a dynamic brake/relaypresently to be described. Extending from switch I45 to the powerconductor I03 is a conductor or circuit I46 that includes the manuallyoperated, normally open switch 95, the normally closed upper limitswitch 65, a normally closed switch I41 that is operatively associatedwith a relay presently to be described, and a hook up relay I48, which,whenenergized, closes the power circuit of motor 55 to drive 'the samein the direction that moves hook 45 upwardly. The arrangement is suchthat manual closing of switch 95 will energize relay I48 and thus startmotor 55,to raise:

hook 45. The hook-up circuit includes a holding circuit comprising aconductor I49 arranged to shunt out switch ,85, and including a'normallyopen switch I50 that is controlled by relay I46 and is closed by thelatter whenever said relay I48 is energized.

Connected to conductor I44, between switches I45 and 95, and to powerconductor I03, is a hook down circuit I53 comprising a switch I05 thatis closed during automatic operation and open during manual operation,the normally open switch 82, the lower limit switch 61, a normallyclosed switch I54 that is operatively associated with hook up relay I48and is closed whenever said relay I48 is tie-energized, and a hook downrelay I55, which, when energized,

closes the power circuit of motor 55 to drive the same in the directionthat moves hook 45 downwardly. Relay I55 also is arranged to open switchI41 of the hook up circuit whenever said relay I55 is energized. Thehook down circuit includes a holding circuit I51 that is arranged toshunt out the switches I05 and 82 therein, said holding circuitincluding a switch I58 that is controlled by relay I55 and is closedwhenever said relay is energized. The hook down circuit may be operatedmanually and to this end a circuit I60 is provided, which circuit isarranged to shunt out switches I05 and 82, and includes a switch I04that is closed during manual operation of the device, and also includesthe manually operated switch 96.

The motor 55 is equipped with dynamic braking in the same manner asmotor 38, which braking is controlled by a braking circuit comprisingconductor I63 connecting power conductors I02, I03. In circuit I63 areswitches I64, I arranged in series and controlled by the hook up relayI48 and hook down relay I55 respectively, said switches being open whensaid relays are energized and closed when the relays are de-energized.Also in circuit I63 is a time relay I66. A conductor I61 is connected toconductor I63 between switch I65 and relay I66, and to power line I03,there being a normally closed switch I68 and the coil or relay I69 ofthe dynamic brake of motor 55 in said circuit I61. The switch I68 andswitch I45 are operated bythe time relay I66 in the same manner andfor'fa purpose similar to the dynamic braking of motor 38 previouslydescribed.

The operation of the apparatus with relation to the circuit shown inFig. 12, for automatic operation, is-as follows: A cycle of operationstarts with the cylinder 24 in elevated position and the hook 45 inlowered position relatively thereof, as shown in Fig. 13, ,theelectrical devices being in the condition shown in Fig. 12. The operatorfirst hangs an expansible core 86 on hook 46, attaches an inflating hose(not shown) to the core in the usual manner, and then, while holding thecore .in the angular position, shown in Fig. 13, closes the "automatic"switch 81 of box 88, which results in the closing of all switches I85and the opening of all switches I84. Next the operator presses switchbutton 85 to close this switch, thus energizing hook up" coil I48 andeffecting the driving of motor 56 to move hook 45 upwardly and thus todraw core 86 into cylinder 24. As the hook 45 starts upward, the cam 62moves out of engagement with limit switch 61, thus enabling the latterto close. As the hook 45 reaches its upper limit of movement, cam 6|opens limit switch 65 and thus de-energizes relay I48 and cuts off powerto the motor 55. The-de-energizingof relay I48 also closes thepreviously open switch I64 and thus energizes dynamic brake relay I68and time relay I66, with the result that dynamic braking is appjlied tomotor 55 and quickly stops the same. After a brief interval time relayI66 opens switch I68 to de-energize the dynamic brake coil I68.

motor 88 to resume the descent of cylinder 24. The tire'86 is fullydistended before the cylinder 24 reaches its lowermost position. andjust prior to the time the cylinder reaches its lowermost position thecam I4 passes out of engagement with switch 88'thus enabling the latterto reverse its position and cause the evacuation of the distendingpressure fluid in the tire, said fluid 'reaches its lowermost limit, cam62 engages Next the operator places an unvulcanized tire band 85 uponthe lower deflector plate I9 of the apparatus, and presses switch button9| of the switch box 88. This energizes cylinder down relay H4 andstarts the drive of motor 38 in the direction that lowers cylinder 24.The initial result of the downward movement of cylinder 24 is to movecam II away from switch 'II, thus closing the latter. The next result isto move cam I4 into engagement with switch 88 to reverse the latter andthus to admit air under pressure, through supply pipe2l, to the interiorof tire band 85 somewhat before the upper margin of the band is engagedand sealed by upper deflector plate 26. The descending cylinder 24 camI5 into engagement with switch 8I to close the same, the latter thenoperating a solenoid valve (not shown) that causes fluid under pressureto be admitted to expansible core 86 for the purpose of subsequentlyexpanding the core to circular form as it is completely received withinthe tire. Next the descending cylinder carries cam 12 into engagementwith switch 18 to reverse the same, thus opening circuit III andde-energizing cylinder down relay II4 to stop motor 38, andenergizingtime relay I28. During the period that the cylinder 24 is stationary,the hook 45 continues to descend to feed the core escaping through pipe2i. ,At the same time cam 15 passes out of engagement with switch 8i,thereby enabling the latter to open and thereby to effect/the exhaustingof the air in core 86.

The cylinder 24 and hook 46 reach their lowermost limits of movement atsubstantially the same time, th'.- position of the elements at this timebeing shown in Fig. 16. As the hook 46 and opens limit switch 61, thusde-energizing hook down relay I56 and stopping the drive of motor 66.Also dynamic braking is applied to motor 66, and time relay I66 isenergized, the latter subsequently releasing the dynamic braking of thesaid motor. As cylinder 24 reaches the lowermost limit of its movement,cam I3 engages and reverses switch I8 with the result that cylindedown," relay "4 is deenergiz ed and cylinder up" relay I26 is energized.This reverses-the direction of rotation of the motor 88 and the cylinder24 begins to rise,.away from the shaped tire 86, the core 86 previously'having disengaged itself from the hook 46 and remaining in the tire.Rising movement of the cylinder 24, and the hook 46 carried thereby.continues until cam II engages limit switch TI and opens the same, thusde-energizing cylinder 'up" relay I26 and stopping motor 38. Alsodynamic braking relay I38 is energized to brake the motor 88 and timelimit relay I48 is energized and subsequently opens the dynamic brakingcircuit. The cylinder 24, hook 45, and distended tire with core 86therein are now in the position shown in Fig. 17. The operator may nowdisengage the inflating hose from core 86, and remove the flnished workfrom the apparatus. This completes a cycle of operation which may berepeated as desired.

At any time during operation the movement of the'apparatus may bestopped simply by pressing the stop switch 82, which also has the effectof opening switches I85 and opening switches I84 if the said switcheshave been in the position for automatic operation. Thereafter anydesired movements of the apparatus may be obtained simply by pressingthe appropriateswitch button on the switch box 88. This feature of theinvention is extremely desirable since it is not unusual for somethingto go wrong with the work. during the shaping thereof.

' The apparatus is extremely flexible in that it is adjustable to meetvarious conditions, including the shaping of various size tire bands.Such adjustments may include the lengthening or' shortening of thestroke of the cylinder 24, the lengthening or shorteningof the stroke ofthe hook 46, and the alteration of the timing of the inflation of thetire band and the expansihle core, and the evacuation thereof. Foreffecting such adjustments it is possible to shift the cams of thepedestal 28 longitudinally of their grooves 10, or to providecams ofgreater or lesser length. Also the cams 60, Si, 62 on shaft 58 areangularly adjustable relatively of each other. With minor alterationsuch as the addition of switches similar to those described, theapparatus may be adapted to operate according to the modified tions indeterminate sequence and for the proper,

time interval. The invention conserves time and labor in the shaping oftire hands, it makes 'for uniformity of product, and achieves 'the otheradvantages set out in the-foregoingstatement of objects.

Modification may be resorted to without departing from the spirit of theinvention or the scope thereof as defined by the appended claims.

What is claimed is:

1. In tire shaping apparatus of the character described, thecombinationof a vertically reciprocable hollow cylinder, a verticallyreciprocable hook within said cylinder, a reversible motor for drivingsaid hook, control means for said motor that is manually operable tocause the motor to raise the hook relatively of the cylinder, and meansunder control of the cylinder during downward movement thereofautomatically operating the hook-motor control to cause descent of thehook relatively of the cylinder.

2. Tire shaping apparatus of the character described comprising avertically reciprocable hollow cylinder, a vertically reciprocable hookwithin said cylinder, a reversible motor for driving said hook, whichmotor is carried by said cylinder, control means for said motor that ismanually operable to cause the motor to raise the hook relatively of thecylinder, means under control ofthe cylinder during downward movementthereof automatically operating the hook control to cause descent of thehook relatively of the cylinder, and limit switches in the hook control,carried by the cylinder and operable to stop the drive of the hook motorafter the latter has made a determinate num'berof revolutions.

3. Tire shaping apparatus of the character described comprising avertically reciprocable asaese hollow cylinder, a verticallyreciprocable hook within said cylinder, electrically operating controlmeans for said cylinder causing the latter automatically" to execute acycle of operation comprising downward and upward movements betweendeterminate limits, said control means including electrical switches anda time relay for producing a motionless dwell in the operation of thecylinder at a position intermediate said limits, after manually beingset in operation and electrical operating .means for said hook adaptedto move the some downwardly, relatively of the cylinder, in determinatetime relation to the period of motionless dwell of the cylinder, saidhook-operating means comprising a starting switch operated by thedownward movement of the cylinder and a limit switch operated by thehook-moving means.

4. In tire shaping apparatus of the character described, the combinationof a vertically re.- ciprocable hollow cylinder, a reversible motor forreciprocating the same, manually operable switch means for energizingsaid motor to cause the same to move the cylinder downwardly, a switchoperated automatically for stopping the motor before the cylinder hasreached the limit of its downward movement, a time relay for againstarting the motor to move the cylinder downwardly after a motionlessdwell of determinate length, switch means operating automatically as thecylinder reaches its lowermost limit of travel to reverse the drive ofthe motor and thereby to move the cylinder upwardly, and switch meansoperating automatically to stop the drive of the motor as the cylinderrises to point of starting, said automatic switches being operated bymeans of the movement of said cylinder.

5. In' tire shaping apparatus of the character described, thecombination of a vertically re-.

ciprocable hollow cylinder, a reversible motor for driving the same, avertically 'reciprocable hook within said cylinder, a reversible motorfor driving said hook, respective manually .operable switch means forstarting the hook motor to elevate the hook relatively of the cylinderand for starting the cylinder motor to lower the cylinder, switch-meansoperated automatically by movement of the cylinder to reverse the driveof the cylinder motor at the lower limit of movement of the cylinder,and switch means operated automatically by downward movement of thecylinder for starting the drive of the hook mo-' tor to lower the hookrelatively of the cylinder. RAYMOND W. ALLEN.

